Transmission-gear for motor-vehicles.



L. BIAVAl TRANsMlssloN GEAR FOR Moon vEHlcLEs.

APPLICATION FILED FEB. 7, |918.

` Patented Dec. 10, 1918.

14 SHEETS-SHEET I.

L. BIAVA.

TRANSMISSION GEAR FOR IvIoIoR VEHICLES.

APPLICATION FILED FEB. 7. i918.

1,287,194. PaIenIeI-I 0.10, ISIS.

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TRANSMISSION GEAR FOR MOTOR vEHlOLES.

APPLICATION FILED FEB.7. 1918.

Patented DOO. 10, 1918.

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TRANSMISSION GEAR FOR MOTOR VEHICLES.

APPLICATION FILED FEB. 7. |918.

Patented Dec. 10, 1918.

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TRANSMISSION GEAR Foa IvIooR VEHICLES.

APPLICATION FILED FEB. 7. 1918.

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L. BIAVA.

TRANSMISSION GEAR FOR MOTOR vEHlcLEs.

APPLICATION FILED FEB-7.1918.

Patented Dec. 1o, 1918.

L. BlAvA. l TRANSMISSION GEAR FOR MOTOR VEHICLES.

i AFPLIC-.ATION FILED FEB. 7, i918- 1,287,194, Patented Dec. 10, 1918.

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I L. BIAVA. n TRANSMISSION GEAR FOR MOTOR VEHICLES.

'APPLICATION FILED FEB. 7.1918- L. BIAVA. TRANSMISSION GEAR Foa IvIoIoR VEHICLES.

APPLICATION FILED FEB. T, |918.

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TRANSMISSION GEAR FOR IvIoIOR VEHICLES.

. APPLICATION FILED FEB. 7, l9l8. 1,287,194.,

L. BIAVA.

TRANSMISSION GEAR FOR MOTOR VEHICLES.

APPLICATION FILED FEB. 7, |918-y Patented Dec. 10, 1918.

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INVENTOR 0a/6' 5MM/,4

I LLL u ATTORNEY Louis BIAVA, or WEST HoBoKEN, NEW JERSEY.

TRANSMISSION-GEAR FOR MOTOR-VEHICLES.

Specification of Letters Patent. Patents@ Den..v 10, 191l8. I

Application led February 7, 1918. Serial No. 215,758.

ing. more especially into position for second speed and third speed and back to second speed and to first. speed, as may be required, saidautomatic mechanism comprising. among other features, a governor which will act to effect the shiftingof the gearing in accordance with and due to the speed of the vehicle. In addition to the automatic mechanism referred to, my invention comprises means by which I may manually control the feed of the fuel or gasolene from the carbureter or other source of supply to the engine` and also control the movement of the transmission gears from a neutral position to that termed first speed and back to the neutral position and. from such position. when uiecessary, to position for reversing the vehicle. The varying speeds of the vehicle from that attained under the direct action of the operator, is accomplished automatically b v the speed of the vehicle, and such speeds are, however, always under the control of the operator who Vat all times may govern the quantity of fuel fed to the engine and in that Way modify the speed of the vehicle.

rl`he mechanism of lmy invention comprises a gear box in which the gears for securing vaiving speeds from first speed to high speed. as well as a reversal in the direction ot' motion of the vehicle, are confined, au auxiliary casing mounted upon the gear box and containing certain racks and gears -unl other features of mechanism by which the shifting of the gears in the gear-box may he accomplished, means for shifting the gears and mechanism in said casing, both manualliv and automatically, the automatic shifting being governed by the speed of the vehicle, and other features, all of which will be specifically referred to hereinafter.

The invention Will be fully understood from the detailed description hereinafter presented, reference being had to the accompaying drawings, in which Figure 1 is a top view, partly broken Vaway and partly in section, of an engine and transmission gear apparatus constructed 1n accordance with and. embodying my YiventiOn, the engine being represented diagrammatically Fig. 2 is a horizontal section, on a larger scale, through certain .sliding frames embodied in the automatic features of the gear shifting mechanism, the v.section being on the dotted line 2 2 of Fig. 9;

Fig. 3 is a diagrammatic vieW illustrating a gear-Wheel which is used in connection With the racks on one of the frames shown in Fig. 2, Fig. 3 being presented to illustrate the beveled ends of the teeth on said gear-wheel, and the beveled ends of the teeth of said racks being shown in Fig. 2;

Fig. 4 is a top view, partly broken away and partly in section,of themechanism constituting my invention, Fig. 4 'illustrating such mechanism on a larger scale than Was possible in Fig. l;

Fig. 5 is a horizontal section, on the same" scale as Fig. 4, through a portion of'the mechanism of my invention, the section being on the dotted line 5-5 of Fig. 8;

Fig. 6 is a vertical longitudinal section through the mechanism of my invention, taken on the dotted line 6-6 of Fig. 10;

Fig. 7 is an enlarged sectional view of a detail taken on the dotted line Fig. 4; Y. Fig. 8 is a vertical longitudinal section vthrough the mechanism of my invention,

taken on the dotted line 8 8 of Fig. 10;

Fig. 9 is a section corresponding substantially with Fig. 8 but illustrating the automatic features as having moved and as hav- 'ing shifted the gearing from the position shown in Fig. 8 to high speed position;

yFig. l0 is aV transverse section through the mechanism of my invention, taken on the dotted line 10`10 of Fig. 6;

Fig. l1 is a Vertical longitudinal section through a portion ofthe mechanismtakenon the dotted line 11-11 of Fig. 5;

Fig. 12 is a horizontal section through the gear-shifting mechanism, taken on the dotted'line 12-12 of Fig. 10, the parts o'f the mechanism being shown in the relation transmission gears and their shafts, the latter being partly 'broken away, and illustrates the posit-ion of said gears with relation to each other when they have `been away, of the same, taken from the lower moved to neutral, the positions shown in Figs. 12 and 13 being harmonious and both indicating the neutral position of the gears;

Fig. 14 is a horizontal section corresponding with Fig. 12 but illustrating the relation of the partswhen moved to shift the gearing to rst speed;

Fig. 15 is a view of the transmission gears and their shafts, the latter being partly broken away, when the gearing is set for first speed;

Fig. 16 is a section corresponding with Figs. 12 and 14 but illustrating the relation of the parts of the mechanism when such parts have been moved to set the transmission gears on. second speed position;

Fig. 17 is a detached top'view showing ythe transmission gears posltioned for second speed; v

Fig.. 18 is a horizontal section corresponding with F igs.' -l2, 14, 16 but illustrating the position of the'parts when the'same have beenmoved Vto s ift the transmission gears to third or high speed position;

Fig. 19 is a top view of the transmission gears and portions of their shafts when said i gears are positioned on third or high speed;

Fig. 2O is a horizont-al section corresponding with Figs. 12, 14, 16 and 18, but illustrating the relation of the parts when the same have been movedfto shift the gears to reverse position;

Fig. 21 is a detached top view of the transmission gears,` with portions of their shafts, showing said gears positioned for reverse; A

Fig. 22 is a detached top' view of a sector and sector-lever, the latter being operable manually for controllin lthe feed of fuel to the engine and also or movingcertain mechanism for rimarily setting the transmission gears rom neutral to first,.from first to neutral, from neutral to reverse and "back from reverse to neutral, the shifting.

of t-he transmission gears from first to sec ond or second to third or high speed being accomplished automatically by thev means hereinafter described, under the control, however, of the operator moving the sector lever to feed the requisite quantity of gas to the engine;

Fig. 23 is a vert-ical section through .the same, taken on the' dotted line 23-23 of rig. 225

Fig. 24 is a horlzontal longitudinal sec- Laarne@ casing and illustrates in top View, two of the sliding frames located within the right handportion of said box or casing and also certalnair cushioning mechanism referred to hereinafter in detail;

Fig. 2 5 is a sectional view through the aircushionlng or check mechanism, taken on the dotted line 25- -25 of Fig. 24;

Fig. 26 is a side elevation, partly broken right hand. side of Fig. 25;

F 1g. 27 1s a vertical section,through the gear-box and assqciated mechanism, taken l on the dotted line 27-27 of Fig. 8;

Fig. 2 8 is a vertical section, taken on the ,dotted line 28-28 of Fig. 6 and illustrates more particularly a brake mechanism;

Fig. 29 is a detail, showing certain features herelnafter referred to, associated with the brake mechanism of Fig. 28, Fig. 29 being partly broken away and partly in `'sec-v tion and taken about on the dotted 29-29hof Fig. 4;

Fig. 30 is a sectional view corresponding with Figs. 12, 14, 16 and 18 andv illustrates line the position of the parts for shifting the l steering post and its connections and illustrates the sector shown in^F ig. 22, and the operative connections of the sector lever, in position with relation to said steering post, it being convenient to have the steering wheel andthe said Asector and its lever in convenient relation to one another. y ln the drawings, 50 indicates, diagrammatically, an engine, which may be of any suit-able type, 51 a portion of the engine sha-ft, 52 a y-wheel and clutch member connected therewith, 53 a cooperating clutch member slidable on said shaft, 54 theusual timing gear at the front of the engine, and 55 a shaft connected therewith and coupled by a loose joint 56 withl a shaft 57 on which i tral to first speed, from rst speed backI to neutral, from neutral to reverse and, from reverse back to neutral, as well as to control the feed of fuel from the carbureter tothe engine. `The rod 61 is ashifting rod and at one end is connected with the carbureter valve and at the other end is pivotally connected with a bell-crank lever 62, whose outline is. shown more particularly in Figs. 4

and 10, and which bell-crank lever 62, is connected with means for the primary shifting of the transmission gears, as will be hereinafter explained. The shifting of the rod 61 is accomplished by the mechanism illustrated more particularly in Figs. 22, 23 and 34. As may be seen on reference to Figs. 1 and 34, the rod 61 is pivotally connected with, a crank-arm 63 which is rigidly secured on the lower end of a vertical rod or shaft 64 which extends upwardly through what may be termed the steering post and has secured upon its upper end the sector lever 65, clearly shown in Figs. 22, 23, 34. The rod 64 is confined within a stationary sleeve 66, and

upon the .upper end of this sleeve is rigidly securedv the sector 67 this sector being within the outline of the steering wheel 68 and preferably describing a half circle and having a toothed arcuate edge 69 and suitable stops 70, 71 and 7 2, respectively. The lever 65 may be swung along over the sector 67 and when so moved turns the rod 64 and causes the latter through the crank 63 on its lower end to shift the'rod 61 in accordance with the direction of movement of the lever 65 and to an extent governed by the extent to which said lever 65 may be moved. The lever 65 is provided with a knob or handle 73- for convenience in moving it, and also with a spring dog 74 to yieldingly engage the teeth 69 on the sector 67 for retaining the lever 65 in any position to which it may be moved by the operator. The spring dog 74 has a knob or handle 75 by which the dog may be pulled outwardly when it is desired to carry the same over the projection 71 on the sector 67, this taking place when it is desired to primarily move the transmission gear from neutral to reverse position. lVhen the sector lever 65 is adjacent to the stop 71. the transmission gears will be in a neutral position, and when it is desired to shift said gearsfrom such position to reverse position, the dog 74 will be pulled outwardly so as to pass the stop 71 and the lever 65 will be swung around as far as may be necessary toward the stop 70. When it is desired to shift the gears from reverse to neutral postion and cut oil' a part or all of the gasolene supply, the lever 65 will be swung back Vtoward and by the stop 71, the spring dog 7 -l the right, looking at Fig. 22, so as to change the transmission gear to first speed and provide for a proper supply of fuel to the engine. After the gears have been set for rst speed, the-segment lever 65 may be swung toward the right as far as may be desired or until the dog 74 reaches and becomes arrested by the stop 72, this movement of the lever 65 after the stage of first speed has been reached, being for the purpose of feeding the desired amount of fuel to the engine, since from first speed on, the speed of the vehicle will control the position -or shifting ofthe transmission gears, subject however to the feed of the fuel to the engine which will be governed by the position of the sector lever 65 and its movement of the fuel controlling rod 61 with relation to the carbureter 60.

It will be understood therefore that the operator by manipulating the sector lever 65 may control the direction and speed of movement of the vehicle and also the quantity of gasolene or other fuel to pass from the carbureter tothe engine, as well as the.

setting of the transmission gears in their neutral position or in reverse position or in position for irstspeed, and hereinafter l will describe the action which resultsv from the movement of the rod61 in its actuation of the bell-crank lever 62 and parts connected therewith. At this place l should mention'that the steering mechanism illustrated in Fig. 34 is not a part of the present invention and that any suitable steering 10( mechanism may be employed. I have applied the sector-lever 65 androd 64 to the mechanism shown in Fig. 34 which comprises* customary well-known steering mechanism. The steering wheel 68 is keyed to a 105 tubular rod 7 6` (Fig. 34) which has a worm 77 and engages the customary steering features 78, 79 not necessary to be specifically referred to, because forming no part of thc present invention and being well-known. l 11o deem it more convenient to associate thc sector 67, sector-lever 65 and operating rod 64 with the steering mechanism so that said vsector and sector-lever may be conveniently situated with relation to the operator. 1 lf The fly-wheel and clutch-member rigid with the engine-shaft 51 is of customary type, and likewise the friction clutch-inember 53 is well known in this art and may gear-bor 87, wherein said shaft 86 carries` a gear-wheel 88 on one face of which is formed clutch-members 89. The inner end of the shaft 86 contains a. longitudinal bore and receives the reduced circular end of a driving shaft 90 which, except at said end seated Within the shaft 86, is generally of rectangular .cross-section. r1`he drivingshaft 90 extends through the gear-box 87, as shown at 91 in Fig. 8, and leads to the rear axle-drive mechanism of the vehicle or to otherdriving parts well-known in this art and not illustrated in the drawings.

Any' suitable means may be provided on the car to engage-the plate 81 for controlling the action of the clutch-member 53, and atl present, for this purpose, 1 provide a rockshaft 92, shown in detail in Fig. 32, carryling arms 93 having rollers 9t in engagement with the face of the plate 81, and this rock-' shaft 92 may be actuated by the emergency brake-lever 95 (Fig. 33) to which the brakerod 96 is connected and Which rod, by means of a 4crank-arm 97, is connected with the rock-shaft 92. The rock-shaft 92 has a crank-arm 98 which, by means of a rod 99 is connected with a crank-arm 100 which is fastened on one end of a rod 101 constitutingt-he hinge of i an -upper cover-plate 102 for the auxiliary casing 103, which is mounted upon the gezin-box 87. The con- Y nction of the rod 96 with the crank-arm 97-is by means of a slot 101 and pin 105 (Fig. 33)J so that. lost motion is permitted in said connection, it not being desirabley that the rock-shaft 92 should 'be turned with each movement of the rod 96. The manipulation of 'the clutch-member 5,3 may, therefore, be manually taken care of through the mechanism shown in Figs. 32 and 33.

or by any other suitable'mechanism. The

1 purpose of connecting the rock-shaft 92 with vto the crank-arm 10Q will be explained hereinafter. The brakedrum having a universal joint Aconnection .with the clutch-memberl 53 is Well-knownv in the art and there-4 fore does not require specific description. It may be said, however, that said drum has a brake band 106 on it and that said band is operable through a rod 107, Whose connections will be explained hereinafter. The band 106 is held at its lower endon a rigid rod 400 fastenedl to the gear box (Fig. 6).

The more essential novel features of theA present invention reside in the mechanism within the gear-box 87, the mechanism in and connected with the superposed auxiliary casing 103, the means by which the gearing in the gear-box 87 may be manually shifted from neutral to first speed or to reverse positions and back to neutral whenever desired, and the mechanism` involving a governor 108 (Figs. 5 and 8), for 'autoety matically shifting the transmission gears vthe lower end of a slidable fork 119 (Fig.

109 to its several positions.

mesme@ from first to second and 'secondto third and back to .second and from second to first s speed positions in accordance with the speed of the engine or vehicle.

l .will rst describe the mechanism' Within the gear-box 87 and refer to the several positions the gears have duringtheir employ-` ment on a car, and thereafter 1 will describe the means by which these gears are shifted into their several positions.-

There aretwo parallel 'shafts within the gear-box 87, one of 'these shafts being the driving shaft and the other being numwheels are numbered, respectively, 111 and 112, and they may be slid together on the shaft 90 toward "and from the gear-wheel 88. The gear-wheel 111 has'on one face certain clutch-members 113' adapted to be placed in engagement with the clutch-members 89 on the gear-Wheel 88 when the vehicle -is to be 'driven directly from the engine, this commonly being expressed as direct drive or high speed, and this relation of the gears is illustrated in Figs. 9 and 19. The sleeve contains a groove which receives the lower end of a slidable fork 114 (Fig. 9) and this fork is moved by the means hereinafter described for shifting the gears k111 and -112 toward and fromkthegear-wheel 88. 0n the shaft 109 there is a fixed gear- -wheel 115 which is always in mesh with the gear-wheel 88, and'on said shaft 109 are also a ixed'gear-wheel 116 and a smaller slidable gear-wheel 117 which is connected with an annularly grooved sleeve 118, the groove in said sleeve 118 being adapted to receive 10) by which, as hereinafter explained,v said gear-wheel 117 may beshifted on the shaft Y gear-box 87 there is an auxiliary shaft 120 suitably mounted in bearings, as shown iIrf Fig. 6, and on'said shaft there is a smal gear-wheel 121 and a gear-wheel 122, both being rigid on the shaft 120. The relation of the shaft 120to the shafts 90. 109,(is shown in Fig. 10.

Theneutral position of. the several gearwheels within the box 87 is shown in Fig. 13. in which it may be seen that the gear-wheels 88 and 115 are in mesh, that the gear-wheel 112 is in mesh with the pinion 121 and that thel gear-wheel 117 is partly in mesh with the'gear Wheel 112. At this time the engine l'oo Within the may be in motion, but no power will be transmitted from the shaft 90. 1 preferably leave the gear-wheel@ 117 partly in mesh 1 30 with the gear-wheel 112 on moving from `first to neutral, so as to obtain a lconvenient when the gear wheel 117 is shifted to position for first speed, illustrated in Fig. 15.

lNhen the gears are in the position shown in Fig. 13, the movement of the gear wheel 117 to its position shown, results in the automatic freeing of the engine clutch through the arm 100 and connecting rod 99, hereinbefore referred to, and the mechanism through which the gear-wheel 117 is shifted and which acts against the engine clutch through the arm 100 and rod 99, will be described hereinafter.

When the gearing is to be set for first speed, the gear wheel 117 is shifted to the position in which it is shown in Fig. 15, in which position 'said gear-wheel 117 is in engagement with both the pinion 121 and gearwheel 112, and in this position of the gearwheel 117 the line of power will be from the shaft 86, gear-wheel 88, gear-wheel 115, shaft 109. gear-wheel117 and gear-wheel112, which will impart motion to the shaft 90.

When the vgears are in second speed position (Fig. 17),the gear-wheel 112 will have become shifted Afrom its engagement with the gear-wheel 117, and the gear-wheel 111 will have been moved into mesh withthe gear-wheel 116, this movement of the gearwheels- 111 and 112 having been accomplished automatically and'by the speed of the engine or vehicle, and at this time the line of power will be from the gear-wheel 88 to the gear-wheel 115 and through the shaft 109 and gear-wheel 116 to the gearwheel 111 and shaft 90.

The third or high speed position of the gearing is shown in Fig. 19 wherein it mayv be seen that the gear-wheels 111, 112 have been shifted on the shaft 90 to such extent that the clutch-members 89 and 113 are in engagement, and that the engine shaft has a direct drive on the shaft 90. The movement of the gear-wheels 111, 112 to the position shown in Fig. 19 is accomplished automaticallv and due to the speed of the engine or vehicle. On la slowing up of the engine or vehicle. the gear-wheels 111, 112 willv be automatically restored to their second speed position, shown in Fig. 17, and ona further slowing up of the engine or vehicle the gear-wheels 111, 1 12 will automatically return to their first speed position illustrated in Fig'.15. A i

Should it then be desired to reverse the direction of travel of the vehicle, the operator or driver will,l through the sector lever 65, .set in motion the intermediate mecha nism by which the gear-wheel 117 willbe moved toward its neutral position and finally into mesh withthe gear-Wheel'122 on lthe auxiliary shaft 120, or to the position shown in Fig. 21, vand under this relation of the gears the power will be from the shaft 86 through thel gear-wheel 88, gear-wheel 115, shaft 109, gear-wheel 117, gear-wheel 122shaft 120, gear-wheel 121 and gearwheel 112 to the shaft 90.

1n Fig. 31 1 illustrate the position of the transmission gears as about to be shifted vwith a pinion-wheel 125 secured on a tubular shaft 126 (Fig. 8), and motion is im'- parted from the shaft 90 through said chain 124 and said wheels 123, 125 to-said shaft l 126, and this shaft 126 and the mechanism.

connected or coperating therewith have to do withy theautomatic setting of the transmission gea-rs'from first to second, second to third, back to second and back to first speed positions.'

The tubular shaft 126 has pivotally secured to it one set of yokes 127 of the governor balls 128, whose other setof yokes 129 are pivotally secured to said balls and to a sleeve 130 which is slidably mounted on said shaft, the outer end 131 of the latter being mounted in al bearing 132 forming a part of an inclosing casing 333 within which the governor balls 128 are located. Within the tubular shaft 126 is a short rod 133 which is engaged by a cross-pin or key 134 extend-ing" transversely through the tubular portion of said shaft 126, which is slotted, as shown in Fig. 8, to permit said pin to slide longitudinally of said shaft 1.26. The pin or key 134. is secured to the inner portion of the sleeve 130, and as thegovernor `balls 128 swing outwardly, the sleeve 130 is slid toward vthe pin 134 and causes said pin to press against the inner end of and move the rod 133. A: coiledv spring 135 resists the'y outward movement of the governor balls 128, but does not do so until said balls are about in a half-way outer position, said spring at e that time .becoming engaged 'between the bearings for the yoke anms' 127 and the sleeve 130 and being compressed on any further outward movement` of the governor balls 128. rllhe spring 135 at the proper time and after thegovernor balls 128l have moved beyond the halfway outer position, may act i inenten ing motion in one direction iintlerthe pres sure oir the rofl 133 when said roel is inovecl against the saine hy the action ofthe gever-- nor balls 128 anel in the opposite direction by the spring 138. 'llhe spring 138 is always underV tension, and this tension is enerteol in a direction to niove the rack-bar 137 toward the short rod 133, one result of this being that the roti` 133 is always kept pressed against the pin or hey 131. 1t. is obvious that when permitted so to (lo, the spring 138 l y its pressure against the rofl1133 may, through the pin or key 131 ancl sleeve 130 assist in closingq the governorV halls 128 toward their shaft. 'lille tubular shaft 125 receives its nioiion through the sprocket chain 1211 iornthe shatt 90, which is of course driven troni the engine or vehicle, enel hence saiol tiihiilar shaft is always in motion when the shait'll) is in motion and the position ot the ygovernor halls will he in accordance -with the speed developed by the lengine or vehicle and imparted to the shaiit 90. The rash-har 137, however, has only a sliding motion since its end which enters the tuhnlar shartf126, is circular in cross-section.. The rack-har 137 iis yieldingly helel its several posi-tionshy means of a spring pan/'l 139 -aclapteri to engage the respective notches 11@ in said'racl-loar, as shown in 8, sai-fl spring pavvl heilig in the tiret o1 said notches reading from the left, when the gearing is in position for iirst speed, in the seconol of saicl notches when the gea-ring is position for second speed, vin the thirdo saicl notches when the gearing is in position lor third or high speed. The

spring paivl 139 ancl notches 1411 also serve as a resistance to the power developed by the governor thiisto eilect the storing up of a poiver which, when rack-bar' 137 cloes' inove, cerises sai har to move quickly or yiiinp the space from onenotch 1410 to an'- other, therehy cansiiie` a prompt engagenient of the gear-wheel legni/ith the respec` tive racks o1 the iranie- 17 2, thelateral shifting or saiel gear-wheel 149 being accomplishecl quickly., The spring 138 is within e housing -1411 and engages a rod 142 located therein and pivotally connected with a hellcranl 1453, whose purpose will he hereinafter descrihecl. @ne one side of the rack-har 137 are a suitalile number of gear-teeth 4141 (Fig. 5) which are engaged hy a horizontal segment 115 secured upon the upper enrl of a vertical shaft 145, whose lower portion, within the casing 108 carries a. yoke or forli 117 (Fig. it), `which engages, as shown more clearly in Figs. 12, 111, 1S, 18 and 2h, the huh 148' a gear-wheel 1419 slidahly niounteof on 'a transverse shaft 150, and which shalt car ries on its outer end the worin-wheel 59 enel. is driven in proper timing from the engine through the shaft 55 or other connection. The sha-ft 150 is always in motion when the engine is in operation, lout saicl shaft does not perform any `duty, except when the gear-wheel 119 or a companion gear-wheel 151 is in operative position, and these wheels are respectively set in operative position, the gear-wheel '1l-9 hy the centrifugal action ci' the governor halls 12S iinfler the speed of the engine or vehicle, and the gear-wheel 151 bythe manual action oi the (iriver or` operator through the segment lever 55. The gear wheels 149, 151 are sliclahle on the shaft 150, and the gearvvheel 119 slicles Vin one vdirection or the other uneler the control o" 'the vertical shaft 115 and yoke 14'?. The gearwvheel 151slitles under the action of a yoke 152 securecl on' speed, and the yoke 147 is actiiatetl automatically by the position of the governor halls for set-ting the transmission gearing for secondL speeol'ancl high speecl and ha lz to seconol. speed and to -rst speed..

rhe yolre 152 is actuated, as aforesaid, from the sectorlever65 through the inecliuin o1q the roti 51,"bell-cranli 62 :incl an intornietliate connection between saitl hell-crank" 52 anol'the crank-arno 1541 on the vertical shaft l153, and the saifl connection intermediate said hell-crank anol crank-erin is shown more clearly in Figs., 4 and 10, which it may he seen that the connection comprises a rod 155 which at one end is hoohecl intothe enel of the crank-arm 151 and at its other enel is connected with a transverse plate 155 which is'aolaptecl to guide on the parallel arms 157 of a torlr 158, which is pivot-ally -coiinecteoL with the loellcrank .52 A'llhe inner encls of the arins 151 oi the fork 158 are connected'hy atransverse plate 159, :incl this plate has a hole through it through which the roel 155 may have a sliding Inotion. Between the transverse plates 155, 159 is conneel on the rool 155, a coileclL spring 160, and on the rod 155 and coninecl hetvveen the plete 159 and a collar 151 is a further coiled spring 152. lJlfhen hy means of the bell-crank 62 the forl 158 is pullecl outwaiflly,the spring 160 heconies compressed` between the plates 155, 1521, while et the saine time the rod 155 is being pullecl to turn the crank arm 1511- `tor the purpose of actuating the shaft 153. rlhe spring` 160 may, :hen released so to do, restore the forli 158 anflrod 155 to initial position. llhen hy means ot the hell-crank 62 the iffork 158 is pressed inwardly it will inove the lll-1@ 

